Road grader



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BY A 714. n/u/M' ATT'Y Patented June 24, 1941 ROAD GRADER Franklin E. Arndt, Galion, Ohio, assignor to The Galion Iron Works & Manufacturing Company, a corporation of Ohio Application November 23, 1938, Serial No. 241,979

, 37 Claims.

cient means for adjusting the moldboard of a road grader from a position under the machine to a steep bank-cutting position at one side of the path of travel of the machine.

More particularly it is the object of the present invention to provide huid-pressure motor mechanism controllable from the operators station for adjusting themoldboard of a roadgrader in elevation and transverse inclination and to laterally shift-the positions of the moldboard for the purpose of carrying on road grading operations or bank-sloping operations.

A further object of the inventionis the provision of improved and eiiicient laterally shifting mechanism for a road grader comprising extensible hangers and an extensible laterally shifting link, embodying means for expanding and contracting such hangers and link in co-operation with transversely adjustable supporting structure on the main frame to secure maximum lateral adjustment of the moldboard while occupying a horizontal road grading position.

Another object of the invention is the provision of duid-pressure motor mechanism between the main frame and drawbar of a road grader and means for controlling such duid-pressure motor mechanism to secure adjustment of. the moldboard from under the machine to an upright bank-cutting position with the cutting edge spaced laterally from the path of travel of the machine.

A further object of the invention is the provision of extensible hangers and laterally shift` ing mechanism between the drawbar of a road 'grader and arcuately adjustable supports on the main frame, combined with means for holding such supports in adjusted positions whereby the moldboardF may be supported in Steep bankcutting positions.

Another object of the invention is the'provision of adjustable links on the main frame of a road grader connected by fluid-pressure motor mechanism tothe drawbar to effect adjustment of the moldboard in elevation and transverse inclination when under the machine and to adjust the moldboard to steep bank-cutting position when at one side of the machine.

Other objects of the invention will appear hereinafter, the novel features and combinations being set forth in the appended claims.

Inthe accompanying drawings,

Figs. 1 and 2, placed end to end, show a/ side elevation of the road grader embodying my improvements;

Figs. 3 and 4, placed end to end, show a plan view of the road grader shown in Figs. 1 and 2, but with the moldboard shifted to a longitudinal position from the transverse position shown in Fig. 2;

Fig. 5 is an enlarged sectional plan view of the gearing for operating the circle to shift the moldboard from the transverse position shown in Fig. 2 to the longitudinal position shown in Fig. 4;

Fig. 6 is a sectional elevation taken on the line 6 6 of Fig. 5, looking in the directionof the arrows;

Fig. 7 is a rear elevational view of the structure shown in Fig. 2;

Fig. 8 is a sectional elevation of the front steering wheel unit, looking forward, the section being taken on the line 8-8 of Fig. 1, looking in the direction of the arrows; Fig. 9 is an enlarged sectional elevational view taken on the line 9-9 of Fig. 2, looking in the direction of the arrows and showing the positions of the reciprocating hydraulic motors the same as that shown in Fig. 7;

Fig. 10 is a rear elevational view showing the inter-relation of the reciprocating hydraulic motors when the moldboard is in intermediate .steep bank-cutting position;

Fig. 11 is a rear view similar to Fig. 10 to illustrate the operation of the left-hand hanger to move the rear supporting ring anti-clockwise to a position where it may be locked to the main frame preparatory to moving the moldboard to the vertical position illustrated in Fig. 12;

Fig. 12 shows the inter-relation of the reciprocating hydraulic motors and the locked positions of the rings on the main frame for supporting the moldboard in upright bank-cutting position spaced from lone side of the path of travel of the machine;

Fig. 13 is a rear elevational view showing the inter-relation of the reciprocating hydraulic motors and ltheir connections to the two rings on the main frame held in such predetermined positions as to enable the moldboard to be shifted laterally to a'maximum extent while occupying a horizontal or road grading position;

Fig. 14 is a sectional elevation taken on the line I4--I4 of Fig. 9, looking in the direction of the arrowsto show the releasable locking mechanism for the rings vmounted for arcuate movement o n the main frame of the machine;

Fig. 15 is a fragmentary elevational view ofthe manual mechanismV for operating the releasable locking mechanism shown in Figs. 2 and 14;

Fig. 16 1s a detail view showing in front elevation the drum of the guiding structure illustrated in section in Fig. 14;

Fig. 1'1 is a side elevational view of the drum of the guiding structure shown in section in Fig. 14 and in front elevation in Fig. 16;

Fig. 18 is a 'detail view in elevation (looking forward) of the front ring, the varm of which is adapted to be connected to the right-hand hanger shown in Fig. '1;

Fig. 19 is a plan view of the structure shown in Fig. 18;

Fig. 20 is a detail view in elevation (looking forward) of the rear ring, the arms of which are adapted to be connected to the left-hand hanger and the laterally shifting motor as shown in Fig. '7;

Fig. 21 is a plan view of the structure shown in Fig. 20;

Fig. 22 is a. detail View in elevation (looking forward) of the ring adapted to be secured to the guiding drum bearing shown in Figs. 14, 16 and 17;

in Fig. 22;

Fig. 24 is a plan view of the supplemental frame serving as a drawbar, as shown in Figs. 3 and 4 placed end to end;

Fig. 25 is a side view of the structure shown in Fig. 24 adapted to serve as a drawbar, as illustrated in Figs. 1 and 2 placed end to end;

Fig. 26 is a. plan view, partly in section, of the power-transmission gearing adapted to connect the internal combustion engine on the rear end of the main frame of the grader to the circle operating mechanism shown in Figs. 1 and 2;

Fig. "27 is a sectional elevational view taken on the line 21--21 of Fig. 26, looking in the direction of the arrows;

Fig. 28 is a sectional view taken on the line 28-28 of Fig. 26, looking in the direction of the arrows;

Fig. 29 is a plan view of the valve manifold mounted at the rear end of the machine, as shown in Figs. 2 and 4;

Fig. 30 is a rear-elevational view of the structure shown in Fig. 29;

Fig. 31 is an elevational view taken on the line 3|-3I of Fig. 29, looking in the direction of the arrow;

Fig. 32 is a sectional view taken on the line 32`32 of Fig. 29, looking in the direction of the arrow;

Fig. 33 is a sectional view taken on the line 33-33 of Fig. 29, looking in the direction of the arrow;

Fig. 34 is a. sectional view taken on the line 34-34 of Fig. 29, with the addition of valve elements and manual mechanism for operating the same; and

Fig. 35 is a piping diagram for the hydraulic system used in the road grading machine.

The machine shown in the accompanying drawings -comprises a vehicle frame 36 mounted on the front steering wheel unit 31 and the rear wheels 38, 38, as shown in Figs. 1, 2, 3, 4. The front wheels 39, 39 and the rear wheels 38, 38 are preferably of metal comprising radial spokes and circular rims having circular edges on opposite sides adapted to dig into the ground when leaned as hereinafter more fully described. The frame 36 comprises longitudinal spaced-apart beams 40, 40 parallel and relatively close together at the forward portion of the machine and diverging and downwardly extending at the rear portion of the machine, as shown in Figs. 1, 2 and 4. The

spaced-apart beams 40, 40 are rigidly connected by the tubular cross-braces 4|, 42, 43, 44, as shown in Figs. 2 and 4, thereby affording a very rigid vehicle frame structure adapted to resist Weaving or twisting during road grading and bank sloping operations.

As shown in Fig. 1, the forward ends of the spaced-apart beams 40,'40 of the vehicle frame axle tree 48 of the front wheel steering unit. As

Fig. 23 is a side elevation` of the structure shown v shown in Fig. 8, the axles 49 for the front wheels 39, 39 are pivoted at 50, 50 to the ends of the axle tree 48 on longitudinally extending axes. The axles 49 are provided with vertical arms 5|, 5|

-to the upper ends of which is pivoted the crosspiece 5|. Between one of the arms 5| and one of the legs of the bolster 41 is pivotally connected a hydraulic motor comprising a cylinder 52 and a piston rod 53. 'Ihe right-hand end of the cylinder 52 as viewed in Fig. 8 is pivoted at 54 to the right-hand diagonal leg of the bolster 41, and the left-hand end of the piston rod 53 is pivotally connect'ed to the upper end of the left-hand vertical arm 5|.

As hereinafter explained, the hydraulic motor comprising the cylinder 52 is double-acting in that the liquid ows into and out of the cylinder on both sides of the piston thereof, as indicated by the ports 55 and 56, and therefore when the leaning of the wheels 39 is adjusted they may be locked in adjusted position by closing the valve controlling the'flow of liquid through the ports 55 and 56 into and out of the cylinder 52.

Figs. 1, 2, 3, 4illustrate a pull type of grader having a vehicle tongue 51, secured by means of a plate 58 to the vertical post 59, the upper end of which is-journaled at 60 to the front side of the bolster 41, the lower end of the post 59 being journaled at 8| to the front axle tree 48.

A cross-piece 62 is secured to the tongue 51, as shown in Fig. 3, vfor supporting at its ends the cylinders 63, 63 for receiving vcompression springs 64. Rods 65 extend through the springs 64 and have nuts and washers mounted on their forward ends, as indicated at 66 in Fig. 3. The rear ends of the rods 65 are connected to abutment blocks 61, 61 adapted to abut against the forward ends of the cylinders 63, 63.

The front ends of the hydraulic cylinders 68, 68 are pivoted at 69, 69 to the abutment blocks 61, 61, as shown in Fig. 3. The pair of hydraulic reciprocating motors 10, 18 comprise the cylinders 66, 68 and the piston rods 1| 1|, the rear ends of which are connected by universal joints 12, 12 to the axle tree 48, in spaced-apart relation to the vertical pivot post 59. As hereinafter more fully explained, the hydraulic motors 10, 18 are oppositely acting in that when one is pulling, the other is pushing, the pushing action being positive by pressure of the abutment block 61 against the rear end of the cylinder 63. The pulling action, however, is yielding by means of the springs 64 since the nut and washer may move along the interior of the cylinder 63.

Mounted on top of the front post 45 is the socket 13 for receiving the bearing pin 14 to which is pivoted the ring 15 at the forward end of which is pivotally connected at 16 the bracket 11 which is secured to the forwardly and downwardly inclined plate 18, as shown in Fig. 1. The forward end of the plate 18 is secured by means of the straps 19 to the rear end of the longspringv 88 which is connected at its front end to the hook 8| mounted on the cross-piecel 82 which is welded to the tongue 51. The spring 88 serves to counterbalance the weight of the tongue 51 to relieve the strain of the pivot post 59 on the journal connections 68, 6|.

Clips 83, 83 maybe relied on to secure the flexible conduits 84, 85 in parallel relation while such clips are supported on the bracket 11 and plate 18, as shown in Fig. 1. The two conduits 84, 85 are connected to the steering motors 18, 10 as shown in Fig. 35 to secure their simultaneous operation in opposite directions for operation of the steering wheel unit 31. It should be understood thatl although only two conduits 84 and 85 are shown in Fig. 1, two additional conduits 86 and 81 (Fig. 35) are also associated with the clips 83, 83 and are extended to the ports 55 and 56 of the front leaning wheel cylinder 52 shown in Fig. 8.

It should be particularly understood that the leaning of the front wheels by means of the hydraulic motor mechanism shown in Fig. 8 may be taken advantage of to co-operate with the steering of the machine by means of the hydraulic motors 18, 18 (Fig. 3), to' counteract the tendency of the moldboard during operation along the roadway to shift the front end of the machine sidewise. For instance, ifl the moldboard is in road grading position at an angle to the line of draft with the front end of the moldboard nearer the steering wheel unit, the tendency will be during operation for the front end of the machine to be shifted laterally to that side where the front end of the moldboard is located. By leaning the tops of the front wheels toward the right, looking toward the front end of the machine, the lower edges of the rims of the front wheels will be in positions to dig or cut into the roadway and counteract the tendency of the moldboard to shift the front end of the machine sidewise.

Furthermore by means of the hydraulic motors 18, 18 (Fig. 3), the front wheels may be steered toward the left as viewed by the operator at the rear end of the machine, and thus assist the leaning of the front Wheels in counteracting the tendency of the moldboard to shift the front end of the-machine sidewise.

Moreover, the operator at his single station Avat the rear end of the machine has under his direct observation the operation of the moldboard and the steering of the machine, and the various adjustments may be made by the operator so as to effect locking of the various parts in adjusted positions including the front Wheels,

thereby greatly lessening the tendency of the front wheels as a unit to swerve sidewise on the vertical axis 59, the hydraulic motors 18, 18 being in very eflicient positions to resist swerving of the front wheel unit on the axis 59 either when one wheel or the other rides over an obstruction or irregularity in the roadway.'

Secured rigidly to the rear ends of the longitudinal beams 48, '48 is a cross-supporting structure 88\(Fig. 2), comprising angle irons 89, 89 (Fig. '7) and the cross-pieces 98, 98. Guides are provided at 9|, 92 for the transverse members 93, 94 (Fig. 2) and for the rear wheel supporting frame or axle tree 95 (Fig. 4). The axles 96, 96 for the rear wheels 38, 38 are pivoted at 91, 91 to vthe ends of the frame 95 (Fig. 7). Secured to the rear Wheel axles are vertical crank arms 98y 98 the upper ends of which are pivoted at 99, 99 to the cross-piece |88.

. viewed from the rear (Fig. '1).

A vertical bracket plate |8| is secured to the frame 95 and to its upper endat |82 is pivoted a cylinder |83 of a hydraulic motor comprising a piston rod |88' theouter end of which is pivoted at 99 to the upper end of the crank arm 98 at the left-hand side of the machine, as The hydraulic motor comprising the cylinder |83 is doubleacting in that theliquid flows to and from the In order to shift the rear end of the main' frame 36 relatively to the rear wheels, the hydraulic motor comprising the cylinder |84 is pivoted at its left-hand end, as viewed in Fig. '1, to the upper end of the bracket |85 which is secured to one of the beams 48 of the main` frame and extends laterallyv therefrom. The piston rod |86 which is connected to the. piston that moves in the cylinder |84, is pivoted at its outer end at |81 to the upper end of 4the bracket |88 which is secured to the frame 95. The hydraulic motor comprising the cylinder |84 and piston rod |86 is parallel to the transverse frame or axle tree to the ends of which the rear wheels are connected. Consequently when this hydraulic motor is operated its piston rod. |86 is maintained in parallel relation to the frame 95. I'he pivotal connection between the cylinder |84 and the bracket |85 is illustrated at |85' in Fig. 2, and by comparing this view with Fig. 1 it will be seen that the pivotsl |85 and |81 are at substantially the same elevation above the road surface. It will also be seen that the hydraulic motor comprising the cylinder |84 and piston rod |86 is in parallel relation to the guideways 9|, 92,

and consequently when the motor is expanded or contracted, the rear end of the main frame 36 will have free sliding movement VJalong the axle tree to .efectshifting of the rear end ofthe main frame relative to the rear wheels.

The hydraulic ymotor comprising the cylinder |84 is.' double-acting and controlled by valve 'mechanism including locking of the laterally shifted position of the main frame relative to the rear wheels. Furthermore, the lateral shifting of the main frame relatively to the rear wheels may be effected independently of the operation of the motor |83 for the yleaning of the rear wheels.

The leaning of the rear Wheels may conform to the leaning of the front wheels. Therefore, when the moldboard is in road grading position inclined relative to the line of draft, the leaning of the rear Wheels zo-operates with the leaning of the front wheels and the steering of the front wheels to counteract thetendency of the moldboard to shift the whole machine toward that side where the front end of the moldboard is located. The shifting of the rear end of the main frame relatively to the rear wheels enables the rear wheel at the operating side of the machine to be kept in alinement with the front wheel at the operating'side of the machine.

As illustrated in Fig. 13, the lateral reach of the moldboard when in road grading position is at its maximum, and such adjustment is facilitated by the lateral shifting of the vrear end of the frame relative to the rear wheels while maintaining the rear and front wheels at the operating side of the machine in approximately the same path of travel.

the leaning of the front wheels, and the steering of the front wheels, all co-operate to enable the machine to operate when the moldboard is shifted laterally to lits maximum extent while in road grading position, as illustrated in Fig. 13.

Referring now to the road-working implement comprising a moldboard or scraper blade |09 and the structure for supporting the same, it will be seen that the supplemental frame I I constitutes a drawbar for the moldboard |09. This supplemental frame or drawbar is a rigid structure relatively narrow and elongated throughout most of its length, particularly at its forward end portion, to facilitate its movement laterally of the narrow elongated main frame, when the moldboard is shifted from road-grading position to steep bank-cutting position at one side of the machine, as illustrated in Fig. 12. By referring to Fig. 3 of the drawings it will be seen that the forward portion of the main frame is narrower than the main portion of the drawbar, but the latter is tapered at its forward end where it is even narrower than the main frame.

While the main frame is upwardly arched t0 provide ample room for the drawbar and moldboard in its various positions of adjustment, the drawbar is so shaped as to have its rear end portion approximately horizontal when the moldboard is in road grading position. The intermediate portion of the drawbar is inclined upwardly and forwardly, as shown in Figs. 1 and 2 placed end to end, and as shown in Fig. 25. The forward end portion of the drawbar slopes upwardly and forwardly more gradually than the intermediate portion and has its upper portion at approximately horizontal so as to increase the space between the front end of the drawbar and the beams 40, 40 of the main frame which slopes downwardly and forwardly at its forward end, as viewed in Fig. 1. Itshould be understood that the main frame and drawbar are thus specially shaped to facilitate movement of the moldboard to steep bank-cutting position. These special shapes of the frames are particularly desirable when the moldboard is to be shifted to the upright bank-cutting position shown in Fig. 12.

The drawbar, as shown in Figs. 24 and 25, comprises spaced-apart angles ||2, ||2 connected by the transverse bracing tubes ||3, |4, the ends of which are welded to the angles I I2, I |2. Welded between the forward ends of the angles ||2, ||2 is a longitudinally extending tubular socket I I5. As shown in Fig, l, an eye-bolt I I6 is adapted to be swiveled to the front end of the drawbar having its screw-threaded r`od I |1 extended through the socket I I5 and secured in place by the nut I I8. A horizontal U-bolt I I9 extends through the eyebolt ||6, as shown in Fig. 1, and this U-bolt extends through openings in the laterally extending brackets |20, |20 and is held rigidly connected to the vertical post 45 by means of the nuts |2I. The rear side of the post 45 has a semi-circular recess, as indicated at |22 in Fig. 3, for receiving the forward end of the eye-bolt |6 but it should be understood that while the U-bolt I9 occupies a horizontal plane, and the eye-bolt ||6 occupies a vertical plane, a universal connection is afforded to the extent that the eye-bolt may be moved laterally on a vertical pivot relative to the U-bolt ||9 and also vertically on a horizontal pivot relative to the U-bolt IIS. By reason of the unlversal connection between the front end of the drawbar ||0 and the post 45, the front end of the drawbar may be swung laterally and vertically and also rotated in either direction on the axis of the bolt 1| I1.

To the rear ends of the heavy structural angles ||2, ||2 is Welded the cross-piece |23 to which in turn is welded the additional cross-piece |24. Diagonal braces |25, are welded at their ends to the structural angles ||2 and the cross-piece |23. To the outer ends of the cross-pieces |23 and |24 are welded the longitudinally extending tubular sockets |26, |21 The socket |26 is adapted to receive the neck |28 of the spherical head |29 which is adapted to serve as the ball of the ball and socket joint at the lower end of an extensible hanger, as hereinafter fully explained. The socket |21 is adapted to receive at its ends the necks |30 and |3I of the spherical heads |32 and |33, re-

spectively. The head |32 is adapted to serve as the ball of a ball and socket joint at the lower end of another extensible hanger at the opposite side of the machine. The head |33 is adapted to serve as the ball of a ball and socket joint for one end of the laterally shifting hydraulic motor as hereinafter fully explained. The neck |28 is held in the socket |26 by means of the bolt |34. 'I'he necks |30 and |3| are held in the socket |21 by means of the bolts |35 and |36, as shown in Fig. 24.

To the under sides of the structural angles H2, ||2 and the under sides of the cross-pieces |23, |24 is welded a shallow cup-shaped bearing support |31 having a. central opening |38 for receiving the king pin |39 shown in Fig. 2. The

lower side of the bearing support |31 is circumlferentially flanged at |40 to provide on its under side the annularbearing |4|. It will thus be seen that the drawbar structure shown in Figs. 24 and 25 is well braced and reinforced in an all welded assembly including the bearing support |31.

The semi-circle |42 is preferably forged integrally with the moldboard knees |43, |43 which are connected by the diagonal braces |44, |44 to the cross-piece |45, as shown in Fig. 4. The lower or depending ends of the knees |43 are pivoted at |46 to the moldboard carrier |41 which may be adjustably connected to the knees |43 by means of the bolts |48 and perforations |49, as shown in Fig. 2.

The semi-circle |42 is reinforced by the diagvonal braces |50, |50 which are secured at their rear ends to the cross-piece 45, as shown in Fig. 4. The semi-circle |42 is additionally reinforced by the structural angles |5|, |5I, |52, |52 and |53, as shown in Fig. 4. Within the square space enclosed by the structural angles |52, |52, |53 and the cross-piece |45, is located the wheel shaped bearing support |54, the cylindrical periphery of which is preferably welded to the crosspiece |45 and the structural angles |52, |52, |53. The bearing support |54, as shown in Fig. 2, is of the same diameter as the flange |40 of the bearing support 31. The upper peripheral ring portion of the bearing support |54 engages the lower peripheral portion |4| of the bearing support |31. The bearing support |31 is provided with a hub |55 concentric with the hub |56 of the lower bearing support |54. The hub |55 is rigid with the drawbar structure, and the hub |56 is rigid with the semi-circle structure, the lower end of the hub |55 being engaged by the upper end of the hub |56 when the king pin |39 is in the position shown in Fig 2. A cap plate |61 of largerdiameter than the king pin |39 is secured -to the lower end of the latter by means of the cap screw |58 in position to engage the lower end of the hub |56. The washer |59 engages the upper end of the hub |55 and a nut |60 locked to the upper end of the king pin |39 is relied on to hold the bearing supports |31 and |54 in mutual engagement over wide areas of bearing surfaces. That is to say, not only are the adjacent ends of the hubs |55 and |56 held in engagement with each other but the annular bearing surfaces of the circular bearing supports |31 and |54 are also held in engagement with each other.

The mechanism for rotating the semi-circle |42 together with the moldboard |09 carried thereby is power-operated under control of the operator at his station at the rear end of the machine shown in Fig. 2, and this power-operated mechanism is so arrangedas to be fully operative in any position of adjustment of the moldboard, including steep bank-cutting positions such as those shown in Figs. 10, 1l and 12. As shown in Fig. 6, annular gearing |6| is secured to the semi-circle |42 and with this annular gearing meshes a pinion |62 carried by the lower end of the shaft |63 (Fig. 5) journaled in a bearing |64 detachably bolted to the structural angles ||2, ||2 of the drawbar frame. For this purpose transverse perforations |65, |65 are provided in the Vertical flanges of the structural angles ||2, ||2, as shown in Figs. 24 and 25.

As shown in the enlarged sectional elevation of Fig. 5, the housing |66 for the journal bearing |64 spans the space between the structural angles ||2, ||2 and is bolted thereto by means of the bolts |61, |61. Keyed to the upper end of the shaft |63 is a worm wheel |68 located in the housing |69, and this worm wheel meshes with a worm |10 which is keyed to the shaft 1| which extends longitudinally of the drawbar frame and .toward the front end thereof, as shown in Fig. 2. By means of cap screws |12 a cover |13 is secured to the gear housing |69. A nut |14 locks the Worm wheel |68 to the shaft |63, as shown in Fig. 5. By connection to the fitting |15, lubricant may be introduced into the housing |69 without removing the cover |13. The worm gearing |68, |10 is preferably selflocking to hold the moldboard in adjusted position on the king pin |39 relative to the drawbar frame.

The forward end of the shaft |1| is connected by means of the universal joints |16, |11 and connecting link |18 to the shaft |19, the forward end of which is connected to a spur gear rotatable on a longitudinaly axis and meshing with another spur gear connected to the rearwardly extending shaft |19', the spur gearing being mounted in the housing |80 which is attached to the vertical flange of the structural angle ||2 shown in Fig. 1.

By placing Figs. 1 and 2 end to end it will be seen that the rearwardly extending shaft |19' is connected hy means of the universal joints |8|, |82 and intermediate connecting link |83 to the horizomtal rearwardly extending shaft |84. The link |83 is extensible invlength in that it comprises a tubular section |85 having a socket square in cross-section into` which fits the rod |86 also square 1n cross-section.

The rear end of the horizontal shaft |84 is connected by means of a universal joint |01 to a shaft |88 which is journaled in the bearing |89 in the front side of the housing |90, as

shown in Figs. 26, 21, 28. Within the housing |90 is located manually controlled power-operated reversing mechanism for effecting rotation of the moldboard in opposite directions on the axis of the king pin |39. For this purpose, an internal combustion engine |9| is mounted on the main frame adjacent the operators platform |92, as shown in Fig. 2, and connected by means of the shaft |93 (Fig. 26) to the gearing within the housing |90.

Mounted on the engine driven shaft |93 is a pinion |94 which meshes with a large gear |95 mounted on the shaft |96, the ends of which are journaled in the conical thrust bearings |91, |98 between the inner walls of the housing |90. By means of lag screws |99 a follower plate 200 is held in place to cover the opening in which the thrust bearing |91 is located.

The shaft |96 carries a relatively small gear 20| which meshes with a larger gear 205, the latter being secured to a sleeve 206 journaled loosely on the shaft 201.

It should be understood that Fig. 26 is a plan view partly in section and that Fig. 27 is an elevational sectional view taken on the line 21-21 of Fig. 26, looking in the direction of the arrows. Below the gear 202 and meshing therewith is another gear of the same diameter designated 205 in Fig. 27. The gear 205 is mounted on a sleeve 206 which is loosely journaled on the shaft 201. The shaft 204 is mounted in the journal bearings 208, 209 at the front and rear Sides of the housing or casing |90. In a similar manner the lower shaft 201, which is parallel to the shaft 204, is mounted in the journal bearings 2I0 and 2| Secured to the forward endof the shaft 204 is a gear 2|2 which meshes with the gear 2|3 at the rear end of the shaft |88. At the forward end of the shaft 201 is a gear 2|4 which'also meshes with the gear 2|3.

By means of an upwardly extending operating lever 2 I5 which is adapted to be moved forwardly vand rearwardly on the pivot 2 I6, either the clutch 2|1 lor the clutch 2I8 may be operated to effect reversal of rotation of the moldboard semi-circle operating mechanism.

By means of a shipper 2|9 the clutch element 220 may be connected to the clutch element 22| at the left-hand end of the sleeve 203 when the upper end of the lever 2|5 is moved rearwardly, and thereby the gear 202 may be operatively connected through the shaft 204 and gear 2 I2 to the gear 2|3 to effect power-operated rotationof the shaft |88. When the lever 2|5 is moved forwardly, the clutch element 222 may be moved by means of the shipper 223 to engage the clutch element 224 at the left-hand end of the sleeve 206, thereby effecting rotation of the shaft 201 in a direction opposite to the rotation of the shaft 204 whenthe latter is rotated. That is to say, the transmission from the drive shaft |93 to the shaft 201 is in a direction opposite to the rotation of the shaft 204. Consequently when the lever 2|5 is moved rearwardly the moldboard is rotated on the king pin |39 in one direction and when the lever 2|5 is moved forwardly the moldboard is rotated in the opposite direction.

It should be noted that while the internal combustion engine |9| may be continuously operated at relatively high speed, the reduction gearing 94, |95, 20|, 202, co-ope'rates with the worm gearing |68, |10 and leffects such speed of rotation of the moldboard on the axis of the king pin |39 as to enable the operator to adjust the position of the moldboard relative to the drawbar with accuracy while under his observation, and this is particularly true since the main frame of the machine is open and relatively narrow adjacent the moldboard.

The shipper mechanism connected to the lever particularly noted that when one clutch 2|1 is.

applied, the other clutch 2|8 is released and vice versa.

When the lever 2|5 is released spring-actuated centering mechanism automatically returns the lever to neutral position where both of the clutches 2|1 and 2|8 are in released position, the self-locking worm gearing |68, |10 (Fig. 5) being then relied on to hold the moldboard in adjusted angular relation to the drawbar. This centering mechanism comprises a horizontal bar 228 secured at its forward end to the lower end of the lever 2| 5. 'Ihe bar 228 may also be connected to the lever 2|5 by means of the diagonal bar 228. The horizontal bar 228 extends rearwardly through an opening 230 in the central reduced portion of the vertical centering rod 23|. The centering rod extends upwardly and downwardly through openings in the brackets 232, 233 which extend rearwardly and serve as abutments for the centering springs' 234, 234.v The upper and lower ends of the centering rod 23| are screwthreaded at 235, 235 to receive nuts 236, 236 which engage the washers 231, 231. 'Ihe brackets 232, 233 are mounted on the vertical plate 238 which is detachably secured to the rear side of the casing |90 by means of. cap screws 239; The

lower end of the plate 238 has secured thereto a lug 240 provided with a vertical opening for receiving a bolt so that the plate 238 may be secured to the platform 24| (Fig. 2) to which the internal combustion engine |9| is secured.

The platform 24| is mounted on brackets 242, 243 which are secured rigidly to the channel beams 40, 40 of the main frame.

Secured to the top plate 24| to depend therefrom between the downwardly and rearwardly inclined beams 40, 40 of the main frame, is a supply tank 244 provided with a filling pipe 248 and a suction pipe 246, the latter extending upwardly through the top of the supply tank to the suction side of the gear pump'241 shown in elevation in Fig. 2, in plan view in Fig. 26 and diagrammatically in Fig. 35. The oil return line 254 leads downwardly from the manifold 253 (Fig. 2) to the pipe 245 which is welded to the inside of the tank 244 and extends to within a -2, a supplypipe 250 leads upwardly from the supply port 250' (Fig. 26) of the pump 241. In a return pipe 25| connected to the lower portion of the supply tank 244 shown in Fig. 2, is a relief valve 252. It can be seen by referring to Fig. 35

that the relief valve 252 is in a by-pass around the gear pump 241. It will also be seen by referring to Fig. 35 that the supply pipe 250 is connected directly between the pump 241 and the manifold 253 of the operators control Valve mechanism and that return line 254 leads directly from the manifold 253 to the discharge pipe 245 in the supply tank 244 as shown in Fig. 2, the return line 254 being separate from the bypass 25|.

As shown in Fig. 2, the manifold 253 is mounted on the rear ends of the spaced-apart brackets 255, 255, the latter being secured at their forward ends asshown in Figs. 2 and 4, to the transverse angle iron 256 which may be welded at its endsto the longitudinal and rearwardly diverging beams 40, 40 of the mainframe 36.

The manifold is shown in detail in Figs.'29 to 34, inclusive, and comprises a single casing having a plurality of spaced-apart longitudinal passage- `ways and a plurality of spaced-apart transverse passageways with the ends of the-transverse passageways closed by means of the screw plugs 251, 251 and with the forward ends of the longitudinal passageways closed by means of the screw plugs 258. A plurality of vertical passageways are also provided, the lower ends of which are closed by means of the screw plugs 259 except those shown in Figs. 32 and 33. The vertical passageway 260 in Fig. 32 is connected. to the supply pipe 250, and the .passageway 26| of Fig. 33 is connected to the exhaust pipe or return pipe 254. Depending from the manifold 253 are vertical legs 262, 262 which have screw-threaded recesses 263, 263 for receiving cap screws 26.4 which extend upwardly through openings in the rear ends ofthe brackets 255. -as shown' in Fig. 2.

The passageways, the front of which are closed by the screw plugs 258, extend longitudinally of the machine and the rear ends of these passage-- Aways are open to receive the double valve illustrated in Fig. 34. As shown in Fig. 34, two valves 265 and 266 are mounted on the same valve stem 261 which extends rearwardly through the stufng box 268 mounted in the rear opening of the manifold 253. The rear end of the valve stem 261 is connected by a link 269 to the operating lever 210, the lower end of which is pivoted at 21| to the bracket plate 212 secured to the rear end' of the manifold 253. Abutmvents are provided at 213, 214' to limit the movements of the lever 210 rearwardly and forwardly. Centering springs 215 are secured at` their lower looped ends to the plate 212, on the pivot 21|, the upper portions of the spring 215 engaging opposite sides of the laterally and oppositely 'extending vpins 216, 211. When the lever 210 is released'the centering mechanism reutrns it to the neutral position shown in Fig. 34 and at the same time restores the valves 265 and 266 'to their neutral positions shown in this view. When the lever 210 is moved forwardly the supply passageway 218 is connectedto the port 219 and the pipe 280 while the pipe 28| is connected through the port 282 to the passageway 283. When the lever 210 is moved rearwardly the supply passageway 218 is connected through the port 282` to the pipe 28|, and at the same time the pipe 280 is connected through the p ort 219 to the passageway 284.

It should be understood that the bracket 212 in reality comprises spaced-apart plates to provide a slot 285 to guide the lever 210 and to providefmountings for the pivot pin 21|, the laterally and oppositely extending pins 21.6, 211 be- 

